CN111356609B - Joint body and seat frame for automobile - Google Patents
Joint body and seat frame for automobile Download PDFInfo
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- CN111356609B CN111356609B CN201880073843.0A CN201880073843A CN111356609B CN 111356609 B CN111356609 B CN 111356609B CN 201880073843 A CN201880073843 A CN 201880073843A CN 111356609 B CN111356609 B CN 111356609B
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Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/68—Seat frames
- B60N2/682—Joining means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K11/00—Resistance welding; Severing by resistance heating
- B23K11/10—Spot welding; Stitch welding
- B23K11/11—Spot welding
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K11/00—Resistance welding; Severing by resistance heating
- B23K11/16—Resistance welding; Severing by resistance heating taking account of the properties of the material to be welded
- B23K11/20—Resistance welding; Severing by resistance heating taking account of the properties of the material to be welded of different metals
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60N—SEATS SPECIALLY ADAPTED FOR VEHICLES; VEHICLE PASSENGER ACCOMMODATION NOT OTHERWISE PROVIDED FOR
- B60N2/00—Seats specially adapted for vehicles; Arrangement or mounting of seats in vehicles
- B60N2/68—Seat frames
- B60N2/686—Panel like structures
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
- F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
- F16B5/0096—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them by using permanent deformation
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16B—DEVICES FOR FASTENING OR SECURING CONSTRUCTIONAL ELEMENTS OR MACHINE PARTS TOGETHER, e.g. NAILS, BOLTS, CIRCLIPS, CLAMPS, CLIPS OR WEDGES; JOINTS OR JOINTING
- F16B5/00—Joining sheets or plates, e.g. panels, to one another or to strips or bars parallel to them
- F16B5/12—Fastening strips or bars to sheets or plates, e.g. rubber strips, decorative strips for motor vehicles, by means of clips
- F16B5/123—Auxiliary fasteners specially designed for this purpose
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K2101/00—Articles made by soldering, welding or cutting
- B23K2101/006—Vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
- B23K—SOLDERING OR UNSOLDERING; WELDING; CLADDING OR PLATING BY SOLDERING OR WELDING; CUTTING BY APPLYING HEAT LOCALLY, e.g. FLAME CUTTING; WORKING BY LASER BEAM
- B23K2103/00—Materials to be soldered, welded or cut
- B23K2103/18—Dissimilar materials
- B23K2103/20—Ferrous alloys and aluminium or alloys thereof
Abstract
The present invention relates to a bonded body, including: a thin plate having a plurality of through holes formed along an outer periphery thereof; a 1 st member having a base part, a part of which is in contact with the thin plate, and a protruding part which protrudes from a surface of the base part, that is, a surface on a side in contact with the thin plate, and which is inserted into the through hole; and a 2 nd member which is disposed on the opposite side of the base portion with a thin plate interposed therebetween and is formed of the same kind of material as the 1 st member, wherein the thin plate is formed of a material having a lower specific gravity than the material constituting the 1 st member and the 2 nd member, a part of each of the 2 nd member and an end portion of the protruding portion on the opposite side to the side connected to the base portion is melt-solidified and joined, and a post-joining hardness difference in a range of 30% in a direction orthogonal to a joining interface of the 2 nd member and the protruding portion is 90% or less of a pre-joining hardness difference with respect to the joining interface.
Description
Technical Field
The present invention relates to a joined body and a seat frame for an automobile.
Background
In recent years, for the purpose of reducing the weight of various automotive parts, a technique of replacing an iron-based material with an aluminum-based material has been studied. Aluminum-based materials are suitable for weight reduction, but if aluminum-based materials are used, it is difficult to obtain sufficient product strength. Therefore, a scheme of replacing a part of the iron-based material with the aluminum-based material has been studied. When replacing an iron-based material with an aluminum-based material, it is necessary to join the iron-based material and the aluminum-based material.
Various techniques have been proposed to suppress the formation of intermetallic compounds that cause a decrease in the bonding strength when an iron-based material and an aluminum-based material are bonded by welding (see, for example, patent documents 1 and 2). In patent document 1, a rivet is pressed against an aluminum-based material so that a part of the rivet penetrates the aluminum-based material, and then the rivet and the iron-based material are spot-welded. In patent document 2, a plurality of portions of an elongated member (fastener) are recessed to form a projection, and the projection is inserted into a hole formed in one of two members made of different materials and is welded to a base of the other member.
Patent document 1: japanese Kohyo publication No. 2017-510464
Patent document 2: japanese patent laid-open publication No. 2017-64726
Disclosure of Invention
In addition, the following technique is adopted in the seat frame for the automobile: a tubular member made of an iron-based material is joined to a plate-like plate made of an aluminum-based material, thereby securing the strength of the seat frame. However, in the joining technique disclosed in patent document 1, when the rivet is pierced through the aluminum-based material, the current for welding is conducted to the aluminum-based material to generate a shunt, and therefore a large current is required to obtain a sufficient joining strength. Further, when an insulating film or the like is formed on the aluminum-based material, the insulating film is peeled off when the rivet penetrates, and thus electric corrosion occurs between the rivet and the aluminum-based material, which results in a decrease in strength of the joint. Further, patent document 1 has a problem that a process of piercing a rivet through an aluminum-based material is required, and the number of working steps increases. Therefore, the joining technique disclosed in patent document 1 is not suitable for joining a plate-like member and a tubular member.
Further, patent document 2 requires that the protruding portion be formed on the fastener in accordance with the interval of the hole formed in one of the members, and requires high processing accuracy for forming the protruding portion.
The present invention has been made in view of the above problems, and an object thereof is to provide a joined body and an automobile seat frame that can join a plate-like member and a tubular member simply and firmly and can achieve weight reduction.
In order to solve the above problems and achieve the object, a joined body according to the present invention includes: a thin plate having a plurality of through holes formed along an outer periphery thereof; a 1 st member having a base part, a part of which is in contact with the thin plate, and a protruding part which protrudes from a surface of the base part, that is, a surface on a side in contact with the thin plate, and which is inserted into the through hole; and a 2 nd member which is disposed on the opposite side of the base portion with the thin plate interposed therebetween and is formed of the same kind of material as the 1 st member, wherein the thin plate is formed of a material having a specific gravity smaller than that of a material constituting the 1 st member and the 2 nd member, the 2 nd member and an end portion of the protruding portion on a side opposite to a side connected to the base portion, a part of each of which is melted and solidified to be joined, and the hardness difference after joining is 90% or less of the hardness difference before joining, wherein the post-joining hardness difference is centered on a joining interface of the 2 nd member and the projection, a difference between a maximum value and a minimum value of the hardness in a range of 30% in a direction orthogonal to the joining interface, and the hardness difference before joining is a difference between the hardness of the 1 st member before joining and the hardness of the 2 nd member before joining.
In the joined body according to the present invention, in the above-described invention, the post-joining hardness difference is 80% or less of the pre-joining hardness difference.
Further, the present invention relates to a seat frame for an automobile, including: the joined body according to the above invention.
According to the present invention, the plate-like member and the tubular member can be easily and firmly joined to each other, and weight reduction can be achieved.
Drawings
Fig. 1 is a front view of a seat frame for an automobile according to an embodiment of the present invention.
Fig. 2 is a rear view of the seat frame for an automobile of fig. 1.
Fig. 3 is a partially enlarged sectional view taken along line a-a of fig. 2.
Fig. 4 is a rear view showing a structure of a rear panel of a seat frame for an automobile according to an embodiment of the present invention.
Fig. 5 is a sectional view showing a structure of a fastening pin of the seat frame for the automobile according to the embodiment of the present invention.
Fig. 6A is a diagram illustrating (one of) a method of joining a seat frame for an automobile according to an embodiment of the present invention.
Fig. 6B is a diagram illustrating a method of joining a seat frame for an automobile according to a second embodiment of the present invention (second method).
Fig. 6C is a diagram illustrating a method (third step) of joining a seat frame for an automobile according to an embodiment of the present invention.
Fig. 7 is a diagram for explaining a load acting on the seat frame for the automobile according to the embodiment of the present invention.
Fig. 8 is a diagram for explaining a load acting on the seat frame for the automobile according to the embodiment of the present invention.
Fig. 9 is a partially enlarged cross-sectional view of a seat frame for an automobile according to a modification of the embodiment of the present invention.
Fig. 10 is a diagram illustrating a structure of a fastening pin of an automobile seat frame according to a modification of the embodiment of the present invention.
Fig. 11 is a diagram illustrating a method of joining a seat frame for an automobile according to a modification of the embodiment of the present invention.
Detailed Description
The following describes in detail a mode for carrying out the present invention with reference to the drawings. The present invention is not limited to the following embodiments. The drawings referred to in the following description schematically show the shape, size, and positional relationship only to the extent that the present invention can be understood. That is, the present invention is not limited to the shapes, sizes, and positional relationships shown in the drawings.
Detailed description of the preferred embodiments
First, a seat frame for an automobile according to an embodiment of the present invention will be described in detail with reference to the drawings. Fig. 1 is a front view of a seat frame for an automobile according to an embodiment of the present invention. Fig. 2 is a rear view of the seat frame for an automobile of fig. 1. Fig. 3 is a partially enlarged sectional view taken along line a-a of fig. 2.
The seat frame 1 for an automobile includes: a rear panel 2 formed of aluminum or an aluminum alloy; a frame tube 3 formed of iron or an iron-based alloy; and a fastening pin 4 fastening the rear panel 2 and the frame tube 3. In the seat frame 1 for an automobile, the fastening pin 4 and the frame tube 3 are joined in a state where the fastening pin 4 penetrates the rear panel 2, whereby the frame tube 3 is fixed to the rear panel 2.
Fig. 4 is a rear view showing the structure of a rear panel of the seat frame for an automobile according to the embodiment of the present invention. The rear panel 2 is an aluminum or aluminum alloy sheet formed by press working or the like. As the aluminum alloy, an aluminum alloy having high strength is preferable, but from the viewpoint of easiness of press working and the like, 5000 series (Al-Mg group), 6000 series (Al-Mg-Si group), 7000 series (Al-Zn-Mg group) are preferably used.
The rear panel 2 has a plurality of through holes 20 formed along the outer periphery of the rear panel 2 and penetrating in the plate thickness direction. From the viewpoint of simplifying the manufacturing process, it is preferable to form the through-hole 20 simultaneously with the press working for forming the outer shape of the rear panel 2.
The frame tube 3 is a tube formed of iron or an iron-based alloy and having a circular cross-sectional shape. As the iron-based alloy, a steel material having a tensile strength of 980MPa or more and 1600MPa or less, specifically, carbon steel, high-strength steel, ultrahigh-strength steel, stainless steel, and the like can be used. From the viewpoint of enhancing the strength of the automobile seat frame 1, the frame tubes 3 are preferably formed of high-strength steel. The cross-sectional shape of the frame tube 3 may be oval, rectangular or polygonal. In addition, the frame tube 3 may be a solid or plate-shaped frame.
Fig. 5 is a sectional view showing a structure of a fastening pin of the seat frame for the automobile according to the embodiment of the present invention. Fig. 5 shows the fastening pin 4 before it is fastened to the frame tube 3. The fastening pin 4 has: a base portion 41 having a disc shape; and a protruding portion 42 provided on the inner periphery of the base portion 41 and protruding to one side with respect to the base portion 41. The protruding part 42 is provided on the contact surface P of the base part 41 contacting the rear panel 21And is opposite to the contact surface P1Protruding into a hemispherical shape. The fastening pin 4 is formed of the same kind of material as the frame tube 3, for example, a member made of the above-described iron or iron-based alloy. In addition, from the viewpoint of weldability and hardenability after joining, the fastening pin 4 more preferably contains carbon in the range of 0.1% or more and 0.5% or less.
Maximum thickness T of base 41 of fastening pin 4AThickness T of rear panel 2BRatio of (T)A/TB) Preferably 1. ltoreq.TA/TB≦ 1.50 (see FIG. 3).
In the present embodiment, the diameter of the through hole 20 of the rear panel 2 is set to DAThe diameter of the base 41 of the fastening pin 4 in the direction perpendicular to the axis N of the fastening pin 4 is DBThe diameter of the projection 42 of the fastening pin 4 in the direction perpendicular to the axis N is DCThe diameter of the frame tube 3 is DDDiameter D ofA～DDHas the following relationship: dC<DA<DB、DA<DD. E.g. diameter DAAnd diameter DBHas a D of 1.5 ≤B/DAA relation less than or equal to 2.5. In a state where the frame tube 3 is engaged with the fastening pin 4, the protrusion 42 is spaced apart from the inner wall of the through-hole 20 (see fig. 3). Further, the rear panel 2 is in contact with the base 41. In the present embodiment, the diameter D isDCorresponding to the diameter of the outer periphery of the frame tube 3.
Joint portion of frame tube 3 and fastening pin 4: (See fig. 3), the difference between the maximum value and the minimum value of the hardness in the range of 30% in the thickness direction (for example, the axis N direction) centered on the joint interface (post-joint hardness difference) is 90% or less, preferably 80% or less, of the difference between the hardness of the frame tube 3 before the joint and the hardness of the fastening pin 4 before the joint (pre-joint hardness difference). Here, the range of 30% in the thickness direction with the joining interface as the center means a range with a position of 15% of the entire thickness from the joining interface as the end point. The joint interface is an imaginary plane that is assumed as a boundary between the frame pipe 3 and the fastening pin 4 before joining, and the thickness of the frame pipe 3 before joining is assumed to be taThe height of the fastening pin 4 before engagement is tbAnd the thickness after bonding is tcAt this time, the position of the fastening pin 4 (protrusion 42) from the surface not connected to the frame tube 3 is defined by tc×tb/(ta+tb) The defined position. The thickness t is set to be equal to or greater than the aboveaHeight tbThickness tcBefore and after engagement, both on the same axis passing through the corresponding location. In fig. 3, the joint portion of the frame tube 3 and the fastening pin 4 is shown by a dotted line as an outer edge of the frame tube 3 before joining, unlike the joint interface.
Next, a method of joining the fastening pin 4 and the frame tube 3 will be described with reference to fig. 6A to 6C. Fig. 6A to 6C are diagrams illustrating a method of joining a seat frame for an automobile according to an embodiment of the present invention. First, as shown in fig. 6A, the frame pipe 3 is disposed in the rear panel 2 in which the through hole 20 is formed in advance, in cooperation with the through hole 20.
After the frame pipe 3 is disposed on the rear panel 2, as shown in fig. 6B, the protruding portion 42 of the fastening pin 4 is inserted through the through hole 20 and brought into contact with the frame pipe 3 (contact step). In the state of fig. 6A and 6B, the positions of the frame pipe 3 and the fastening pin 4 with respect to the rear panel 2 are fixed by using a jig, not shown. The fastening pin 4 may be inserted into the through hole 20 before the frame tube 3 is disposed.
Then, resistance spot welding is performed by sandwiching the frame tube 3 and the fastening pin 4 with two electrodes in the radial direction of the frame tube 3 and applying electricity (see FIG. 6C: joining step) so that the boundary portion where the frame tube 3 and the fastening pin 4 abut is melted and solidified. This makes it possible to obtain a bonded body shown in fig. 3. Further, by resistance spot welding the frame tube 3 and the fastening pin 4 formed of the same kind of material, it is possible to perform joining in which generation of intermetallic compounds is suppressed.
By using the fastening pin 4 having a flat upper surface as in the present embodiment, an electrode having a larger diameter can be used than, for example, a fastening pin having a curved upper surface. This improves the durability of the electrode for continuous use.
Fig. 7 and 8 are views for explaining a load acting on the seat frame for the automobile according to the embodiment of the present invention. The vehicle seat frame 1 joined as described above also has a load in the plate thickness direction of the rear panel 2 (load F in the peeling direction)1: see fig. 7), and a load in a direction parallel to the plate surface of the rear panel 2 (load F in the shearing direction)2: see fig. 8).
In the embodiment described above, the automobile seat frame 1 can be manufactured by performing resistance spot welding with the protruding portion 42 of the fastening pin 4 inserted through the through hole 20 of the rear panel 2 and the protruding portion 42 in contact with the frame tube 3, and then mechanically fastening the rear panel 2 with the frame tube 3 and the base portion 41 sandwiched therebetween. In this case, in the automobile seat frame 1, the difference in hardness in the region of 30% in the thickness direction around the joint interface at the joint portion between the frame tube 3 and the fastening pin 4 is 90% or less of the difference between the hardness of the frame tube 3 before joining and the hardness of the fastening pin 4 before joining. According to the present embodiment, the formation of intermetallic compounds is suppressed by resistance spot welding, and the joining strength is secured, whereby the plate-like member and the tubular member can be joined easily and firmly, and the weight can be reduced.
Conventionally, in addition to welding, MIG brazing (metal inert gas welding), and laser brazing, a fixing method by a rivet is known. For example, when the rear panel 2 and the frame tube 3 according to the present embodiment are fixed by using rivets, the rear panel without the through-holes 20 is first formed with through-holes by using the rivets, and then joined by resistance spot welding or the like. In this case, since the rivet is used to pierce the hole and the shaft portion of the rivet is in close contact with the rear panel, the current may be shunted during resistance spot welding, and the junction may not be sufficiently achieved.
In the above-described embodiment, the protruding portion 42 is described as being spaced apart from the inner wall of the through-hole 20, but a part of the protruding portion 42 may be in contact with a part of the inner wall of the through-hole 20.
In the above embodiment, the insulating film may be formed on the surface of the rear panel 2, or may be formed on the outer surface of the automobile seat frame 1.
Modification of the embodiment
Fig. 9 is a partially enlarged cross-sectional view of a seat frame for an automobile according to a modification of the embodiment of the present invention. The seat frame for an automobile according to a modification of the present embodiment includes the rear panel 2, the frame tubes 3, and the fastening pins 4A for fastening the rear panel 2 and the frame tubes 3. Hereinafter, the same structure (the rear panel 2 and the frame pipe 3) as the above-described embodiment will be omitted.
The fastening pin 4A is formed by press working using the same kind of material as the frame tube 3, for example, the above-described iron or iron-based alloy. The fastening pin 4A has a base portion 41A that contacts the rear panel 2, and a protruding portion 42A that protrudes to one side with respect to the base portion 41A. The base portion 41A is annular and extends radially from the outer periphery of the protruding portion 42A. The protruding portion 42A is connected to the inner periphery of the base portion 41A, and is provided on a contact surface P of the base portion 41A with the rear panel 22Is opposite to the contact surface P2The shape of the protrusion. The projection 42A has: a flat plate portion 42a having a flat plate shape provided at a position shifted from the base portion 41A; and a tapered portion 42b connected to the base portion 41A and the flat plate portion 42 a.
Fig. 10 is a diagram illustrating a structure of a fastening pin of an automobile seat frame according to a modification of the embodiment of the present invention. Fig. 10 (a) is a plan view of the fastening pin 4A as viewed from the protruding portion 42A side in the axis N direction. FIG. 10 (B) is a sectional view taken along line B-B shown in FIG. 10 (a). The fastening pin 4A has a uniform thickness. Thickness of fastening pin 4ADegree TCThickness T of rear panel 2BRatio of (T)C/TB) Preferably 1. ltoreq.TC/TB≤1.50。
In the fastening pin 4A, the protruding portion 42A is welded to the frame tube 3 and joined. The welding in this case is resistance welding as described above.
Here, the diameter of the through hole 20 of the rear panel 2 is set to DAThe diameter of the base portion 41A of the fastening pin 4A in the direction perpendicular to the axis N of the fastening pin 4A is DEThe diameter of the projection 42A of the fastening pin 4A in the direction perpendicular to the axis N is DFAnd the diameter of the frame tube 3 is DDDiameter D ofA、DD～DFHas the following relationship: dF<DA<DE、DA<DD. In a state where the frame pipe 3 is engaged with the fastening pin 4A, the protruding portion 42A is spaced apart from the inner wall of the through-hole 20 (see fig. 9). Further, the rear panel 2 is in contact with the base 41A.
Next, a method of joining the fastening pin 4A and the frame tube 3 will be described with reference to fig. 6A and 11. Fig. 11 is a diagram illustrating a method of joining a seat frame for an automobile according to a modification of the embodiment of the present invention.
First, the frame pipe 3 is disposed in the rear panel 2, in which the through-hole 20 is formed in advance, in cooperation with the through-hole 20 (see fig. 6A). After the frame pipe 3 is disposed on the rear panel 2, the protruding portion 42A of the fastening pin 4A is inserted into the through hole 20 and abuts against the frame pipe 3 (abutting step). In this state, the positions of the frame pipe 3 and the fastening pin 4A with respect to the rear panel 2 are fixed by using a jig, not shown. Before the frame pipe 3 is disposed, the fastening pin 4A may be inserted into the through hole 20.
Then, as shown in fig. 11, resistance spot welding (a joining step) is performed by sandwiching the frame tube 3 and the fastening pin 4A between two electrodes (only one electrode 100 is shown in fig. 11) in the radial direction of the frame tube 3 and applying current thereto so that the boundary portion where the frame tube 3 and the fastening pin 4A are in contact with each other is melted and solidified. This makes it possible to obtain a bonded body shown in fig. 9. Further, by resistance spot welding the frame tube 3 and the fastening pin 4A formed of the same kind of material, it is possible to perform joining in which generation of intermetallic compounds is suppressed.
In the present modification, the difference between the maximum value and the minimum value of the hardness (post-joining hardness difference) in the range of 30% in the thickness direction (for example, the axis N direction) around the joining interface at the joining portion (see fig. 9) of the frame tube 3 and the fastening pin 4A is also 90% or less, preferably 80% or less, of the difference between the hardness of the frame tube 3 before joining and the hardness of the fastening pin 4A before joining (pre-joining hardness difference). In the joining interface in the present modification, the thickness of the frame pipe 3 before joining is assumed to be taThe plate thickness of the flat plate portion 42a of the fastening pin 4A before joining is tdAnd the thickness after bonding is teAt this time, the position of the fastening pin 4A (flat plate portion 42a) from the surface not connected to the frame tube 3 is represented by te×td/(ta+td) The defined position.
In the electrode 100 for resistance spot welding for welding the frame tube 3 and the fastening pin 4A, the tip has a flat surface, and the side surface has a tapered shape whose inclination angle θ with respect to the central axis in the longitudinal direction is1The angle of inclination θ of the tapered portion 42b with respect to the axis N of the fastening pin 4A2The following. Thus, the tip end plane of the electrode 100 faces the flat plate portion 42a, and current can efficiently flow between the frame tube 3 and the flat plate portion 42 a.
In the modification described above, the projection 42A of the fastening pin 4A is inserted through the through hole 20 of the rear panel 2, and resistance spot welding is performed in a state where the end portion of the projection 42A on the opposite side to the base portion 41A side is in contact with the frame tube 3, whereby the automobile seat frame mechanically fastened by sandwiching the rear panel 2 between the frame tube 3 and the base portion 41A can be manufactured. According to this modification, the intermetallic compound is suppressed by resistance spot welding, and the joining strength is secured, whereby the plate-like member and the tubular member can be firmly joined, and weight reduction can be achieved.
Further, according to the present modification described above, the weight of the fastening pin 4 can be reduced as compared with the fastening pin 4 according to the above embodiment, and the fastening pin 4A can be manufactured at low cost because it has a shape that can be easily formed by pressing.
On the other hand, in the fastening pin 4 according to the above-described embodiment, since it is not necessary to align the distal end surface of the electrode with the portion (the protruding portion 42A) of the fastening pin 4A, high positioning accuracy is not required. Therefore, the fastening pin 4 has higher productivity than the fastening pin 4A.
As described above, the present invention may include various embodiments and the like not described herein, and various design changes and the like may be made without departing from the scope of the technical idea defined by the claims of the present application. In the present specification, the description has been given taking an automobile seat frame as an example, but for example, a joined body manufactured by resistance spot welding a hollow tube and a fastening pin having a base portion and a protrusion portion using a thin plate made of aluminum or an aluminum alloy, a hollow tube made of iron or an iron alloy, and a fastening pin having a base portion and a protrusion portion may be applied to products other than an automobile seat frame. The thin plate, the hollow tube, and the fastening pin are not limited to a combination of aluminum and iron, and any material having a specific gravity smaller than that of the material constituting the hollow tube and the fastening pin may be used as the thin plate. For example, when the material constituting the hollow tube and the fastening pin is iron, a resin such as polypropylene, Carbon Fiber Reinforced Plastic (CFRP), Glass Fiber Reinforced Plastic (GFRP), an alloy containing titanium as a main component, an alloy containing magnesium as a main component, or the like can be used as the thin plate.
Examples
Hereinafter, an example of the seat frame for an automobile according to the present invention will be described. In addition, the present invention is not limited to these examples.
Example 1
Using an aluminum panel (corresponding to the rear panel 2) formed of an aluminum alloy (a5182) and formed with through-holes (corresponding to the through-holes 20) and further cation-coated on the surface thereof, a frame tube (STAM (resistance welding carbon steel pipe for automobile structure): corresponding to the frame tube 3) having a plate thickness of 1.6mm, a tensile strength of 1470MPa and a vickers hardness of HV478, and a fastening pin (corresponding to the fastening pin 4A) formed of a plate material having a plate thickness of 0.8mm and having a vickers hardness of HV92, resistance spot welding was performed at a current value of 5.0kA, an energization time of 100 milliseconds and a welding pressure of the fastening pin to the frame tube of 0.5kN, thereby producing a joined body as shown in fig. 9 and using it as a test piece. The protruding portion of the fastening pin has a diameter smaller than that of the through hole of the aluminum panel. In example 1, the hardness difference before joining was 386.
Example 2
The test piece of example 2 was the same as example 1 except that the frame tube had a thickness of 1.0mm, a tensile strength of about 980MPa, a vickers hardness of HV352, and a current value at the time of bonding was 4.0 kA. In example 2, the difference in hardness before joining was 260.
Example 3
The test piece of example 3 was the same as example 1 except that the frame tube had a thickness of 1.0mm, a tensile strength of about 980MPa, a vickers hardness of HV352, a current value at the time of bonding of 4.0kA, and an energization time of 140 msec. In example 3, the difference in hardness before bonding was 260.
Example 4
The test piece of example 4 was the same as example 1 except that the aluminum panel did not receive cationic coating. In example 4, the hardness difference before joining was 386.
Example 5
The test piece of example 5 was the same as example 1 except that the frame tube had a thickness of 1.0mm, a tensile strength of about 980MPa, a vickers hardness of HV352, and a current value at the time of bonding was 4.5 kA. In example 5, the difference in hardness before bonding was 260.
Comparative example 1
The test piece of comparative example 1 was the same as example 1 except that the thickness of the fastening pin was 0.4mm, the current value at the time of bonding was 7.0kA, and the welding pressure was 2.5 kN. In comparative example 1, the hardness difference before joining was 386.
Comparative example 2
The test piece of comparative example 2 was the same as example 1 except that the frame tube had a thickness of 1.0mm, a tensile strength of about 980MPa, a vickers hardness of HV352, a current value at the time of bonding of 7.0kA, and a welding pressure of 1.0 kN. In comparative example 2, the hardness difference before joining was 260.
Peeling tests were performed on each of the joined bodies according to examples 1 to 5 and comparative examples 1 and 2. In the peeling test, a peeling load F shown in FIG. 7 was applied1The peel resistance load at the time of fracture was measured while increasing the value, and whether or not the predetermined peel resistance load was satisfied was evaluated. In the peeling test, if the predetermined peeling resistance load is satisfied, it is evaluated as "OK", and if it is not satisfied, it is evaluated as "NG". Peeling test results and the wall thickness t of the frame tube 3 before joiningaAnd the plate thickness t of the flat plate portion of the fastening pin before joining (corresponding to the flat plate portion 42a of the fastening pin 4A)dAnd a thickness t after bondinge(see FIGS. 9 and 10) are also shown in Table 1. As shown in Table 1, the joint bodies according to examples 1 to 5 obtained satisfactory results, whereas the joint bodies according to comparative examples 1 and 2 did not obtain satisfactory results.
TABLE 1
In addition, vickers hardness after bonding was measured for each of the bonded bodies according to examples 1 to 5 and comparative examples 1 and 2. Specifically, for each joined body, vickers hardness was measured every 0.1mm from the surface of the fastening pin along an axis passing through the center of the fastening pin and extending in the thickness direction. The measurement results are shown in table 2.
TABLE 2
The ratio of the difference in hardness in vickers hardness (difference between the maximum value and the minimum value: difference in hardness after joining) in the range of 30% around the joining interface (range shown by hatching in table 2) to the difference between the hardness of the frame tube before joining and the hardness of the fastening pin before joining (difference in hardness before joining) is as follows.
Example 1: (479.4-347.9)/386 ≈ 0.341
Example 2: (409.4-219.4)/260 ≈ 0.731
Example 3: (391.7-194.5)/260 ≈ 0.758
Example 4: (461.4-303.9)/386 ≈ 0.408
Example 5: (424.4-267.7)/260 ≈ 0.603
Comparative example 1: (470.3-102.4)/386 ≈ 0.953
Comparative example 2: (428.3-186.4)/260 ≈ 0.930
The joint bodies according to examples 1 to 5 have a ratio of the post-joint hardness difference to the pre-joint hardness difference of 90% (0.900) or less. On the other hand, the joint bodies according to comparative examples 1 and 2 had a ratio of the post-joining hardness difference to the pre-joining hardness difference of more than 90% (0.900).
Although the joint body shown in fig. 9 is described in the above embodiment, it is considered that the joint body shown in fig. 3 has the same difference in hardness.
As described above, the joint body and the automobile seat frame according to the present invention are suitable for easily and firmly joining the plate-like member and the tubular member and for reducing the weight.
Description of the symbols
Seat frame for automobile
2 rear panel
3 frame pipe
4 fastening pin
20 through hole
41. 41A base
42. 42A projection
42a flat plate part
42b taper portion
Claims (3)
1. A joined body, comprising:
a thin plate having a plurality of through holes formed along an outer periphery thereof;
a 1 st member having a base part, a part of which is in contact with the thin plate, and a protruding part which protrudes from a surface of the base part, that is, a surface on a side in contact with the thin plate, and which is inserted into the through hole; and
a 2 nd member disposed on the opposite side of the base with the thin plate interposed therebetween and formed of the same kind of material as the 1 st member, wherein,
the thin plate is formed of a material having a specific gravity smaller than that of the material constituting the 1 st member and the 2 nd member,
a part of each of the 2 nd member and an end portion of the protruding portion on a side opposite to a side connected to the base portion is melt-solidified and joined,
a post-joining hardness difference of 90% or less of a pre-joining hardness difference, wherein the post-joining hardness difference is a difference between a maximum value and a minimum value of a hardness in a range of 30% in a direction orthogonal to a joining interface between the 2 nd member and the protruding portion, with the joining interface being a center, and the pre-joining hardness difference is a difference between a hardness of the 1 st member before joining and a hardness of the 2 nd member before joining.
2. The junction body according to claim 1,
the post-bonding hardness difference is 80% or less of the pre-bonding hardness difference.
3. A seat frame for an automobile, comprising:
the junction body of claim 1 or 2.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2017-220440 | 2017-11-15 | ||
| JP2017220440 | 2017-11-15 | ||
| PCT/JP2018/042342 WO2019098292A1 (en) | 2017-11-15 | 2018-11-15 | Joint and automotive seat frame |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN111356609A CN111356609A (en) | 2020-06-30 |
| CN111356609B true CN111356609B (en) | 2022-03-25 |
Family
ID=66539764
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201880073843.0A Expired - Fee Related CN111356609B (en) | 2017-11-15 | 2018-11-15 | Joint body and seat frame for automobile |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US11498466B2 (en) |
| JP (1) | JP6591030B2 (en) |
| CN (1) | CN111356609B (en) |
| WO (1) | WO2019098292A1 (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2022080217A (en) * | 2020-11-17 | 2022-05-27 | 日本発條株式会社 | Seat frame |
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- 2018-11-15 US US16/761,594 patent/US11498466B2/en active Active
- 2018-11-15 JP JP2018214983A patent/JP6591030B2/en active Active
- 2018-11-15 CN CN201880073843.0A patent/CN111356609B/en not_active Expired - Fee Related
- 2018-11-15 WO PCT/JP2018/042342 patent/WO2019098292A1/en active Application Filing
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Also Published As
| Publication number | Publication date |
|---|---|
| CN111356609A (en) | 2020-06-30 |
| JP6591030B2 (en) | 2019-10-16 |
| US20200317100A1 (en) | 2020-10-08 |
| WO2019098292A1 (en) | 2019-05-23 |
| JP2019089541A (en) | 2019-06-13 |
| US11498466B2 (en) | 2022-11-15 |
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